EP1082548A1 - Coupling element for connecting two shafts which are parallel to an axis and arranged behind each other on the same axis with a cross-distance therebetween - Google Patents

Coupling element for connecting two shafts which are parallel to an axis and arranged behind each other on the same axis with a cross-distance therebetween

Info

Publication number
EP1082548A1
EP1082548A1 EP00910874A EP00910874A EP1082548A1 EP 1082548 A1 EP1082548 A1 EP 1082548A1 EP 00910874 A EP00910874 A EP 00910874A EP 00910874 A EP00910874 A EP 00910874A EP 1082548 A1 EP1082548 A1 EP 1082548A1
Authority
EP
European Patent Office
Prior art keywords
coupling element
crank
rotating body
rotation
axis
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP00910874A
Other languages
German (de)
French (fr)
Other versions
EP1082548B1 (en
Inventor
Stefan Pischiner
Kurt Imren Yapici
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FEV Europe GmbH
Original Assignee
FEV Motorentechnik GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE19939210A external-priority patent/DE19939210A1/en
Application filed by FEV Motorentechnik GmbH and Co KG filed Critical FEV Motorentechnik GmbH and Co KG
Publication of EP1082548A1 publication Critical patent/EP1082548A1/en
Application granted granted Critical
Publication of EP1082548B1 publication Critical patent/EP1082548B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
    • F16C3/22—Cranks; Eccentrics
    • F16C3/28—Adjustable cranks or eccentrics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
    • F16C3/20—Shape of crankshafts or eccentric-shafts having regard to balancing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C31/00—Bearings for parts which both rotate and move linearly
    • F16C31/04—Ball or roller bearings
    • F16C31/06—Ball or roller bearings in which the rolling bodies circulate partly without carrying load
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C9/00—Bearings for crankshafts or connecting-rods; Attachment of connecting-rods
    • F16C9/02—Crankshaft bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
    • F16D3/04—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted to allow radial displacement, e.g. Oldham couplings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/047—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of variable crankshaft position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T403/00—Joints and connections
    • Y10T403/32—Articulated members
    • Y10T403/32008—Plural distinct articulation axes
    • Y10T403/32081—Parallel rotary

Definitions

  • the invention relates to a coupling element for connecting two axially parallel shafts arranged one behind the other and with transverse spacing.
  • a coupling element for shafts which are arranged at a fixed transverse distance from one another is known in principle from DE-733 932.
  • both shafts must rotate in the same direction of rotation and in particular at the same speed in spite of the adjustable change in the altitude relative to the reference plane, with no speed fluctuations being allowed to be impressed on the driven shaft by the coupling element.
  • Such an application is given, for example, in a piston internal combustion engine with a variable combustion chamber, in which the combustion chamber is changed by raising or lowering the crankshaft axis of rotation with respect to a reference plane.
  • Such a piston internal combustion engine is known from DE-36 44 721-A, in which this problem has been solved by attaching a bearing housing to an adjusting eccentric for changing the height of the crankshaft, into which a drive pinion connected to the crankshaft is attached at one end protrudes and in the other end with the predetermined transverse distance protrudes an output pinion connected to the output shaft.
  • the axis of rotation of the positioning eccentric coincides with the axis of rotation of the output pinion.
  • the power transmission between the drive pinion on the crankshaft and the output pinion takes place through a pair of coaxial planetary gears, of which one wheel rolls on the drive pinion and the other wheel rolls on the output pinion.
  • the invention is based on the object of providing a coupling element which solves the problems of an adjustable shaft displacement and with which large torques can be transmitted and which at the same time also has a short construction and which can also be used for connecting a crankshaft of a piston internal combustion engine to a drive shaft is.
  • a coupling element for connecting two shafts arranged one behind the other and with parallel spacing axially parallel to one another, the height of a shaft being adjustable to a fixed reference plane by moving axially parallel on a circular path, the diameter of which corresponds to the maximum transverse spacing , with two rotating bodies aligned in parallel planes of rotation, each of which can be connected to the mutually associated shaft ends and each with bearing bores at the same radial distance from the respective axis of rotation are provided, as well as with crank elements connecting both rotating bodies, the crank radius of which corresponds to the transverse spacing of the shafts, the crank elements being arranged at the same distance from one another in the circumferential direction.
  • crank elements in the rotating bodies can be designed for the maximum torque to be transmitted in each case.
  • the maximum torque that can be passed through can also be increased by increasing the number of crank elements on one or also different pitch circles.
  • a particular advantage of the coupling element according to the invention is that no restoring forces act on the bearings of the rotating bodies. This is particularly important when used on an engine crankshaft.
  • crank elements distributed over the circumference of the rotating bodies, the crank elements each being able to be mounted with their crank axes in the associated rotating bodies on different radii.
  • a plurality of crank elements are arranged in groups, the groups viewed in the circumferential direction being arranged at the same circumferential angle to one another.
  • the crank element is formed from a first and a second cylinder body, which are arranged axially offset from one another. This results in a very short crank element.
  • the arrangement can be made so that the cylinders have the same diameter.
  • the crank element has a first cylinder body which has a larger diameter than the second cylinder body, the second cylinder body extending within the outer circumference of the first cylinder body and projecting at least on one side in the axial direction.
  • the first cylinder body is provided with an imbalance-reducing recess in its area not covered by the second cylinder body.
  • the recess can be dimensioned such that the mass "missing" through the recess from the first cylinder body corresponds approximately to the mass of the second cylinder body.
  • one rotating body preferably the driven rotating body
  • the other preferably the driving rotating body
  • the crank element is mounted in both disc parts of the one rotating body on the one hand and in the intermediate rotating body on the other.
  • a crank element designed in this way is then mounted with its first cylinder body in the rotating body lying between the two disk parts, while the second cylinder bodies with a small diameter, which are arranged eccentrically to the axis of rotation of the first cylinder body, are mounted in the two disk parts of the other rotating body .
  • Such a double-bearing crank element then results in a tilt-free transmission of the torque to be passed through.
  • the first rotating body can be fixedly connected to the stationary shaft by means of a disk part and is rotatably supported by its other disk part on a stationary support arranged coaxially with this shaft, so that this first rotating body is also mounted twice and thus one Tilt-free torque transmission is possible.
  • Fig. 1 as an application example, a perspective
  • FIG. 3 is a plan view of the coupling element according to FIG. 2 seen in the axial direction
  • FIG. 4 is a plan view of a coupling element with a "coupling star" for a 4-cylinder in-line engine
  • 5 is a plan view corresponding to FIG. 4 with a
  • Fig. 6 is a plan view corresponding to FIG. 4 with a
  • FIG. 7 shows a vertical section through an embodiment of a coupling element for tilt-free torque transmission
  • Fig. 8 shows the torque curve depending on the
  • a crankshaft 1 of a 4-cylinder piston internal combustion engine with its crankshaft bearings 2 is mounted in eccentric rings 3, which in turn are rotatably mounted in corresponding support bearings of an indicated engine block 4.
  • the pistons 6, which are only indicated schematically here, are connected to the crankshaft 1 via connecting rods 5.
  • the crankshaft is shown in a position in which the pistons 6 ⁇ and 6 4 are in the top dead center position, while the pistons 6 2 and 6 3 are in the bottom dead center position.
  • At least one of the eccentric rings 3 is rigidly connected to a rotating device 7 designed as a pivot lever, which is guided out of the flight circle of the crankshaft 1 in each case.
  • the swivel levers 7 are firmly connected to one another via a coupling rod 8, so that a synchronous rotation of all eccentric rings 3 is possible.
  • the coupling rod 8 is via a tension element
  • the axis of rotation 13 of the crankshaft 1 is arranged with an eccentricity e relative to the pivot axis 14 of the eccentric ring 3 and is changed via the pivot lever 7 from an assumed center point (the pivot lever 7 points vertically downwards) to change the height - hen position a moved up or down.
  • the axis of rotation 13 of the crankshaft is also raised or lowered with respect to the stationary horizontal reference plane B with respect to the stationary pivot axis 14 of the eccentric rings 3.
  • the piston internal combustion engine is driven by the stub shaft 13 which extends the crankshaft 1 via an output shaft 15 which is arranged in alignment with the pivot axis 14 of the eccentric rings 3 which is mounted in a stationary manner.
  • the stub shaft 13 connected to the crankshaft 1 is connected to the output shaft 15 via a coupling element 16.
  • the coupling element 16 is essentially formed by a first rotating body 17 which is fixedly connected to the stub shaft 13 of the crankshaft 1 and a second rotating body 18 which is fixedly connected to the output shaft 15.
  • the two rotating bodies 17 and 18 are arranged close to one another in parallel planes of rotation and are connected to one another via crank elements 19.
  • the crank radius of the crank elements 19 corresponds to the eccentricity e of the axis of rotation 13 of the crankshaft 1 to the fixed pivot axis 14 of the eccentric rings 3.
  • FIG. 2 schematically shows an exemplary embodiment of a coupling element 16 in vertical section and in
  • Fig. 3 shown in an associated plan in the axial direction.
  • the stub shaft 13 of the crankshaft 1 is fixedly connected to the rotating body 17, for example in the form of a disk, whose axis of rotation coincides with the axis of rotation 13 of the crankshaft.
  • the output shaft 15 is accordingly firmly connected to a rotating body 18, the axis of rotation of which coincides with the pivot axis 14 of the crankshaft.
  • the axes of rotation 13 and 14 of the two shafts 13 and 15 are aligned coaxially and are arranged e-parallel to the transverse spacing of the eccentricity.
  • the two rotating bodies 17 and 18 are over at least two
  • crank elements 19 connected to each other, which are mounted with their crank pins 20 and 21 freely rotatable in the associated rotating bodies 17 and 18.
  • the distance between the two crank pins 20 and 21 forms the crank radius, which corresponds to the eccentricity e between the two axes of rotation 13 and 14.
  • the crank bodies are aligned so that their crank arms run in or parallel to the plane defined by the two axes 13 and 14.
  • the crank elements are designed so that they have a first cylinder body 20.1 with a large diameter and with it
  • the cylinder body 20.1 is mounted in the driving rotating body 17, while the cylinder body 21.1 is mounted in the driven rotating body 18.
  • the cylinder bodies forming the crank can be stored in the associated rotating bodies, for example, via roller bearings, in particular in the form of needle bearings.
  • the rolling bearings are elastically supported on the rotating body at least on one rotating body.
  • crankshaft is displaced via the adjusting device 10 by rotating the eccentric rings 3, then the axis of rotation 13 is moved on a corresponding circular path 22 and accordingly the crankshaft 1 as a whole with respect to the horizontal reference plane B the height corresponding to the swivel angle is raised vertically or lowered by a corresponding amount in the opposite direction of rotation.
  • the axes 20.2 and 21.2 of the crank elements d3n are at the same distance from one another as the axes of rotation 13 and 14, the axes 21.2 also move on one of the circular paths 22 corresponding web.
  • the axes 20.2 and 21.2 of the crank elements 19 have the same orientation as for the axes 13 and 14.
  • Fig. 5 shows a coupling star for a 3- or 6-cylinder in-line engine, which has an ignition interval of 120 °.
  • Fig. 6 shows a coupling star for an 8-cylinder in-line engine with an ignition interval of 90 °.
  • 5 and 6 show coupling stars for common ignition intervals and common number of cylinders for 4-stroke piston internal combustion engines.
  • the coupling star must be adapted accordingly to the crankshaft or the ignition interval.
  • the individual crank elements 19 are corresponding to those for one in this conception 4-cylinder in-line engine acc.
  • Fig. 1 predetermined design of the crankshaft arranged in two groups 23 offset by 180 ° on the rotating bodies 17 and 18, respectively.
  • Each group 23 is then subdivided into at least two subgroups, the crank elements 19 of a subgroup each being arranged at the same distance from the respective axis of rotation of the associated rotating body, for example from the rotating axis 13 on the rotating body 17.
  • the subgroups are in turn at different distances from the associated one Axis of rotation arranged on the associated rotating body.
  • the alignment of the coupling star formed by the two groups 23 corresponds to the alignment of the crankshafts of the crankshaft, ie the rotary body 17 shown for the position of the 4-cylinder crankshaft shown in FIG. 1 in the dead center position is shown in FIG. 4. 1 that the crank elements are always aligned at 90 ° to the vertical plane defined by the cylinder axes of the 4-cylinder machine.
  • the coupling star it is expedient for the coupling star to be rotated relative to the "crank star" of the crankshaft, in such a way that the parallel alignment of the coupling star to
  • Cylinder axis is given when the cylinders are fired, i. H. the pistons are each in the ignition dead center.
  • Fig. 8 the torque curve over degrees crank angle is shown for a 4-cylinder in-line engine with an ignition interval of 180 °. It can be seen that a torque maximum occurs in the area of the ignition timing.
  • the crank elements are now combined in groups, each matched to the respective piston internal combustion engine, as shown above in FIG. 4 for a 4-cylinder in-line engine, the groups are each arranged so that they are in the area of the top dead center position when the maximum torque acts on the crankshaft. Since the effective radii of the crank elements 19 to the fulcrum are decisive for the transferability of the torque of the crankshaft to the output shaft in this way the crank elements are arranged in such a way that even the largest effective radii come into play with large forces.
  • crank elements are positioned in accordance with the load and the bearing forces acting on the crank elements are approximately one third lower compared to an embodiment corresponding to FIGS. 2 and 3, in which the crank elements are evenly distributed over the circumference are.
  • FIGS. 2 and 3 The embodiment of a coupling element shown schematically in FIGS. 2 and 3 can be used on the one hand as a general mechanical component.
  • a coupling element of such a simple construction and narrow construction on a piston internal combustion engine in the design shown in FIG. 1 on the free end of the crankshaft facing away from the drive side of the piston internal combustion engine, in order in this way also to attach auxiliary drives or a camshaft to the engine housing 4 to be able to drive if, for the purpose of changing the compression ratio, the crankshaft can be displaced, as shown.
  • This simple design is sufficient to transmit the torques required here.
  • crankshaft 1 is mounted in the eccentric ring 3, which in turn, as described with reference to FIG. 1, is rotatably mounted in the engine housing 4.
  • the disk-shaped rotating body 17 is firmly connected to the shaft end 13.
  • the output shaft 15 is in turn connected to the rotating body 18, which in the exemplary embodiment shown here has two fixedly connected disk parts 18.1 and 18.2, between which the rotating disk 17, which is also disk-shaped, is arranged.
  • the two rotary bodies 17 and 18 are in turn connected to one another via crank elements 19 which, in the exemplary embodiment shown here, have a first large cylinder body 20.1 and two cylinder bodies 21.1 projecting beyond both side surfaces of the large cylinder body, so that the crank element 19 is connected to the two sides and thus without any tilting moments Rotary bodies 17 and 18 is mounted.
  • the disk part 18.2 facing the motor housing 4 is supported by a roller bearing 24 on a corresponding extension of the eccentric ring 3, so that the clutch area is also properly supported here.
  • crank elements 19 are mounted in roller bearings or also in plain bearings, the bearings in turn being able to be supported elastically with respect to the corresponding rotating bodies 17 or 18. This is advantageous if the crankshaft itself is mounted in a plain bearing. The relatively large radial play of the crankshaft bearing can then be compensated for by the rubber-elastic mounting of the roller bearings on the crank elements. However, it is expedient if, in the case of a crankshaft with sliding bearings, the crank elements 19 are also correspondingly slidingly supported. The mounting of the rotating body 18 over the disk part 18.2 by means of roller bearings on the eccentric ring 3 ensures that the bearing play of the eccentric rings is not included in the mounting of the rotating body 18.
  • Rotary body 18 is a rigid design, the crank elements being supported on both sides and very stiffly are.
  • the mounting of the rotating body 18 on the eccentric ring 3 also offers the possibility of providing the rotating body 18 with a ring gear 18.3 which can be brought into engagement with a starter pinion.
  • the housing-like design of the rotating body 18 also makes it possible to design the interior space delimited by the disk part 18.1 and disk part 18.2 as an oil space which is connected to the engine oil circuit. In operation, this space fills over the entire circumference under the influence of centrifugal force, so that oil is supplied via the lubrication channels 25 assigned to the individual bearings of the crank elements. The speed-dependent oil pressure caused by the centrifugal force ensures that oil always reaches the bearing points of the crank elements.
  • the eccentric ring 3 also shows the eccentric ring 3 mounted in its fixed support bearing 4 (only indicated here). If the eccentric ring 3 is now rotated in the direction of the arrow 12, the axis of rotation 13 of the crankshaft 1 is moved together with the crankshaft bearing 2 on a corresponding circular path 26 and accordingly the crankshaft as a whole is raised by an amount corresponding to the swivel angle relative to the horizontal reference plane and at one opposite direction of rotation lowered by a corresponding amount.
  • crank element 19 shown above can also be modified in such a way that a crank pin corresponding to the cylinder body 21.1 is fixedly arranged on the rotating body 18 and is supported with its free end in a corresponding bearing bore in the cylinder body 20.1.
  • This embodiment is free of tilting moments.
  • the invention has been explained above on the basis of the application of a piston internal combustion engine. It can be used in the same way for all piston machines in which the "active" displacement of the individual cylinders can be adjusted to change the operating conditions by displacing the crankshaft, for example in the case of a piston compressor. Since for this purpose the output shaft, d.
  • the crankshaft is displaced relative to the drive shaft. H. the crankshaft is driven without fluctuations in speed, there are no adverse repercussions on the drive which can occur in the event of rotational irregularity generated by the clutch.
  • the coupling element according to the invention can be used for all applications due to its constructive advantages (short overall length, multiplication of the crank elements for the transmission of high torques) and operational advantages (constant speed when changing the position of the shafts), in which comparable displacements of two interconnected shafts must be made to each other.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Transmission Devices (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

The invention relates to a coupling element for connecting two shafts (13;15) which are parallel to an axis and arranged behind each other on the same axis with an eccentricity (e), whereby the height (a) of one shaft (1) can be adjusted in relation to a fixed reference plane (B) by means of movement along a rotational path parallel to the axis, whereby the diameter thereof corresponds to said eccentricity (e), and which is provided with two rotating bodies (17,18) that are oriented on parallel planes of rotation and are respectively connected to the associated ends of both shafts (13,15) in addition to being respectively provided with bearing bores at the same radial distance (R ) to the respective axis of rotation, whereby crank elements (19) connecting both rotating bodies (17,18) are mounted therein, the crank radius thereof corresponds to the eccentricity (e) and the crank elements (19) are arranged in the direction of the periphery at a distance from each other.

Description

Bezeichnung:Description:
KUPPLUNGSELEMENT ZUR VERBINDUNG VON ZWEI GLEICHACHSIG HINTEREINANDER UND MIT QUERABSTAND ZUEINANDER ANGEORDNETEN ACHSPARALLELEN WELLENCOUPLING ELEMENT FOR CONNECTING TWO EQUAL-AXIS AND AXLE-SPARE PARALLEL SHAFTS
Beschreibungdescription
Die Erfindung betrifft ein Kupplungselement zur Verbindung von zwei gleichachsig hintereinander und mit Querabstand achsparallel zueinander angeordneten Wellen . Ein derartiges Kupplungselement ist für Wellen, die in festem Querabstand zueinander angeordnet sind, aus DE-733 932 grundsätzlich be- kannt .The invention relates to a coupling element for connecting two axially parallel shafts arranged one behind the other and with transverse spacing. Such a coupling element for shafts which are arranged at a fixed transverse distance from one another is known in principle from DE-733 932.
In bestimmten Anwendungsfällen ist es erforderlich, daß die Höhenlage einer der Wellen zu einer festen Bezugsebene verändert werden muß, während die andere Welle ihre definierte La- ge zur Bezugsebene behält. Das Problem besteht hierbei darin, daß beide Wellen trotz der einstellbaren Veränderung der Höhenlage zur Bezugsebene im gleichen Drehsinn und insbesondere mit gleicher Drehzahl umlaufen müssen, wobei durch das Kupplungselement auf die angetriebene Welle keine Drehzahlschwan- kungen aufgeprägt werden dürfen.In certain applications, it is necessary that the height of one of the waves must be changed to a fixed reference plane, while the other wave maintains its defined position to the reference plane. The problem here is that both shafts must rotate in the same direction of rotation and in particular at the same speed in spite of the adjustable change in the altitude relative to the reference plane, with no speed fluctuations being allowed to be impressed on the driven shaft by the coupling element.
Ein derartiger Anwendungsfall ist beispielsweise bei einer Kolbenbrennkraftmaschine mit veränderbarem Brennraum gegeben, bei der die Veränderung des Brennraumes durch ein Anheben bzw. Ansenken der Kurbelwellendrehachse gegenüber einer Bezugsebene vorgenommen wird.Such an application is given, for example, in a piston internal combustion engine with a variable combustion chamber, in which the combustion chamber is changed by raising or lowering the crankshaft axis of rotation with respect to a reference plane.
Aus DE-36 44 721-A ist eine derartige Kolbenbrennkraftmaschi- ne bekannt, bei der dieses Problem dadurch gelöst worden ist, daß an einem Verstellexzenter für die Veränderung der Höhenlage der Kurbewelle ein Lagergehäuse befestigt ist, in das einenends ein mit der Kurbelwelle verbundenes Antriebsritzel hineinragt und in das anderenends mit dem vorgegebenen Querabstand ein mit der Abtriebswelle verbundenes Abtriebsritzel hineinragt. Die Drehachse des Stellexzenters fällt mit der Drehachse des Abtriebsritzels zusammen. Die Kraftübertragung zwischen dem Antriebsritzel an der Kurbelwelle und dem Abtriebsritzel erfolgt durch ein gleichachsiges Umlaufräderpaar, von denen ein Rad auf dem Antriebsritzel abrollt und das andere Rad auf dem Abtriebsritzel abrollt. Mit dieser Anordnung ist jede Höhenverstellung ohne die Aufprägung von Drehungleichförmigkeiten auf den Abstriebsstrang gewährleistet. Der Nachteil besteht jedoch darin, daß nur Raum für geringe Zahnraddurchmesser zur Verfügung steht, so daß das gesamte Drehmoment der Kolbenbrennkraftmaschine über Zahnräder mit geringem Durchmesser übertragen werden muß. Hierdurch er- geben sich sehr schnell Grenzen in der Größe des übertragbaren Drehmomentes. Ferner müssen die Zahnkräfte als Reaktionskräfte über eine entsprechende Lagerung im unmittelbaren Getriebebereich aufgenommen werden. Ein weiterer Nachteil der Anordnung besteht in einer verhältnismäßig großen Baulänge.Such a piston internal combustion engine is known from DE-36 44 721-A, in which this problem has been solved by attaching a bearing housing to an adjusting eccentric for changing the height of the crankshaft, into which a drive pinion connected to the crankshaft is attached at one end protrudes and in the other end with the predetermined transverse distance protrudes an output pinion connected to the output shaft. The axis of rotation of the positioning eccentric coincides with the axis of rotation of the output pinion. The power transmission between the drive pinion on the crankshaft and the output pinion takes place through a pair of coaxial planetary gears, of which one wheel rolls on the drive pinion and the other wheel rolls on the output pinion. With this arrangement, any height adjustment is ensured without the imprint of rotational irregularities on the drive train. The disadvantage, however, is that only space for small gear wheel diameters is available, so that the entire torque of the piston internal combustion engine must be transmitted via small diameter gear wheels. This quickly results in limits in the size of the torque that can be transmitted. Furthermore, the tooth forces have to be absorbed as reaction forces via a corresponding bearing in the immediate gear area. Another disadvantage of the arrangement is a relatively large overall length.
Der Erfindung liegt nun die Aufgabe zugrunde, ein Kupplungselement zu schaffen, das die Probleme einer einstellbaren Wellenverlagerung löst und mit dem große Drehmomente übertragen werden können und das gleichzeitig aber auch kurz baut und das auch zur Verbindung einer Kurbelwelle einer Kolben- brennkraftmaschine mit einer Antriebswelle einsetzbar ist.The invention is based on the object of providing a coupling element which solves the problems of an adjustable shaft displacement and with which large torques can be transmitted and which at the same time also has a short construction and which can also be used for connecting a crankshaft of a piston internal combustion engine to a drive shaft is.
Diese Aufgabe wird gemäß der Erfindung gelöst durch ein Kupplungselement zur Verbindung von zwei gleichachsig hinterein- ander und mit Querabstand achsparallel zueinander angeordneten Wellen, wobei die Höhenlage einer Welle zu einer festen Bezugsebene durch achsparalleles Bewegen auf einer Kreisbahn einstellbar ist, deren Durchmesser dem maximalen Querabstand entspricht, mit zwei in parallelen Drehebenen ausgerichteten Drehkörpern, die jeweils mit den einander zugeordneten Wellenenden verbindbar sind und die jeweils im gleichen radialen Abstand zur jeweiligen Drehachse jeweils mit Lagerbohrungen versehen sind, sowie mit beide Drehkörper verbindenden Kur- bel-elementen, deren Kurbelradius dem Querabstand der Wellen entspricht, wobei die Kurbelelemente in Umfangsrichtung in gleichem Abstand zueinander angeordnet sind. Mit Hilfe eines derartigen Kupplungselementes ist es möglich, innerhalb der vorgegebenen Exzentrizität e beliebige Höhenlagen der achsparallel zueinander bewegbaren Wellen einzustellen, wobei gewährleistet ist, daß die Drehzahl des antreibenden Drehkörpers über die Kurbelelemente ohne jegliche Drehzahlschwankung auf den angetriebenen Drehkörper übertragen wird. Über dieThis object is achieved according to the invention by a coupling element for connecting two shafts arranged one behind the other and with parallel spacing axially parallel to one another, the height of a shaft being adjustable to a fixed reference plane by moving axially parallel on a circular path, the diameter of which corresponds to the maximum transverse spacing , with two rotating bodies aligned in parallel planes of rotation, each of which can be connected to the mutually associated shaft ends and each with bearing bores at the same radial distance from the respective axis of rotation are provided, as well as with crank elements connecting both rotating bodies, the crank radius of which corresponds to the transverse spacing of the shafts, the crank elements being arranged at the same distance from one another in the circumferential direction. With the help of such a coupling element, it is possible to set any height positions of the axially movable shafts within the specified eccentricity e, which ensures that the speed of the driving rotating body is transmitted via the crank elements to the driven rotating body without any speed fluctuation. About the
Dimensionierung der Kurbelelemente in den Drehkörpern ist eine Auslegung für das jeweils zu übertragende maximale Drehmoment möglich. Neben einer entsprechenden Dimensionierung kann auch noch durch eine Erhöhung der Zahl der Kurelelemente auf einem oder auch unterschiedlichen Teilkreisen das durchleit- bare maximale Drehmoment vergrößert werden. Ein besonderer Vorteil des erfindungsgemäßen Kupplungselementes besteht darin, daß keine Rückstellkräfte auf die Lagerungen der Drehkörper wirken. Dies ist insbesondere bei der Verwendung an einer Motorkurbelwelle von Bedeutung.Dimensioning of the crank elements in the rotating bodies can be designed for the maximum torque to be transmitted in each case. In addition to appropriate dimensioning, the maximum torque that can be passed through can also be increased by increasing the number of crank elements on one or also different pitch circles. A particular advantage of the coupling element according to the invention is that no restoring forces act on the bearings of the rotating bodies. This is particularly important when used on an engine crankshaft.
Entsprechend dem zu übertragenden Drehmoment ist es grundsätzlich möglich, mehrere Kurbelelemente auf den Umfang der Drehkörper verteilt vorzusehen, wobei die Kurbelelemente je- weils auch auf verschiedenen Radien mit ihren Kurbelachsen in den zugehörigen Drehkörpern gelagert sein können. In einer besonders vorteilhaften Ausgestaltung der Erfindung ist hierbei vorgesehen, daß jeweils mehrere Kurbelelemente in Gruppen angeordnet sind, wobei die Gruppen in Umfangsrichtung gese- hen, in gleichem Umfangswinkel zueinander angeordnet sind.In accordance with the torque to be transmitted, it is fundamentally possible to provide a plurality of crank elements distributed over the circumference of the rotating bodies, the crank elements each being able to be mounted with their crank axes in the associated rotating bodies on different radii. In a particularly advantageous embodiment of the invention, it is provided that a plurality of crank elements are arranged in groups, the groups viewed in the circumferential direction being arranged at the same circumferential angle to one another.
Mit einer derartigen gruppenweisen Anordnung ist es möglich, bei der Verwendung an Kolbenbrennkraftmaschinen, bei denen die Kurbelwelle gegenüber der ortsfest gelagerten Abtriebswelle im Motorgehäuse verlagerbar ist, auf die Zündabstände des jeweiligen Verbrennungsmotors Rücksicht zu nehmen. Damit wird ein optimales Tragen der Kurbelelemente erreicht. Da die Wirklinien der Übertragungskräfte Parallelen in Richtung der Verbindung der Exzentermittelinie sind, ändert sich der wirksame Hebelarm mit der Drehung des Kupplungselementes, so daß der wirksame Hebelarm der Kurbeln sich periodisch von 0 auf r, d. h. am Kurbelradius ändert und so jeweils der Übertragung des Drehmomentes anteilig helfen können.With such a grouped arrangement, it is possible, when using piston internal combustion engines, in which the crankshaft can be displaced in relation to the fixedly mounted output shaft in the motor housing, to take into account the ignition intervals of the respective internal combustion engine. This ensures optimal wearing of the crank elements. Since the lines of action of the transmission forces parallel in the direction of Connection of the eccentric center line, the effective lever arm changes with the rotation of the coupling element, so that the effective lever arm of the cranks changes periodically from 0 to r, ie at the crank radius, and can thus help to transmit the torque proportionately.
In vorteilhafter Ausgestaltung der Erfindung ist ferner vorgesehen, daß das Kurbelelement aus einem ersten und einem zweiten Zylinderkörper gebildet wird, die achsversetzt zuein- ander angeordnet sind. Hierdurch ergibt sich ein sehr kurzbauendes Kurbelelement. Die Anordnung kann hierbei so getroffen werden, daß die Zylinder den gleichen Durchmesser aufweisen. Zweckmäßig ist es jedoch, wenn das Kurbelelement einen ersten Zylinderkörper aufweist der einen größeren Durchmesser als der zweite Zylinderkörper aufweist, wobei der zweite Zylinderkörper sich innerhalb des Außenumfangs des ersten Zylinderkörpers erstreckt und diesen in Achsrichtung zumindest auf einer Seite überragt. Zweckmäßig ist es hierbei, wenn der erste Zylinderkörper in seinem vom zweiten Zylinderkörper nicht überdeckten Bereich mit einer Unwucht mindernden Ausnehmung versehen ist. Die Ausnehmung kann hierbei so bemessen sein, daß die durch die Ausnehmung aus dem ersten Zylinderkörper "fehlende" Masse in etwa der Masse des zweiten Zylinderkörpers entspricht.In an advantageous embodiment of the invention it is further provided that the crank element is formed from a first and a second cylinder body, which are arranged axially offset from one another. This results in a very short crank element. The arrangement can be made so that the cylinders have the same diameter. However, it is expedient if the crank element has a first cylinder body which has a larger diameter than the second cylinder body, the second cylinder body extending within the outer circumference of the first cylinder body and projecting at least on one side in the axial direction. It is expedient here if the first cylinder body is provided with an imbalance-reducing recess in its area not covered by the second cylinder body. The recess can be dimensioned such that the mass "missing" through the recess from the first cylinder body corresponds approximately to the mass of the second cylinder body.
Zur kippfreien Übertragung des durchzuleitenden Drehmomentes vom treibenden Drehkörper auf den getriebenen Drehkörper ist es in einer bevorzugten Ausgestaltung der Erfindung vorgesehen, daß ein Drehkörper, vorzugsweise der getriebene Drehkör- per, zwei mit Abstand zueinander angeordnete und fest miteinander verbundene Scheibenteile aufweist, und daß der andere, vorzugsweise der treibende Drehkörper, scheibenförmig ausgebildet und zwischen den beiden Scheibenteilen angeordnet ist, und daß die Kurbelelement jeweils in beiden Scheibenteilen des einen Drehkörpers einerseits und im dazwischen liegenden Drehkörper andererseits gelagert sind. Dies ist mit einem Kurbelelement der vorstehend beschriebenen erfindungsgemäßen Art möglich, bei dem der einen größeren Durchmesser aufweisende erste Zylinderkörper nach beiden Seiten hin jeweils von einem Zylinderkörper mit geringerem Durchmesser überragt wird. Ein derart gestaltetes Kurbelelement ist dann mit sei- nem ersten Zylinderkörper in dem zwischen den beiden Scheibenteilen liegenden Drehkörper gelagert, während die exzentrisch zur Drehachse des ersten Zylinderkörpers mit großem Durchmesser angeordneten zweiten Zylinderkörper mit kleinem Durchmesser in den beiden Scheibenteilen des anderen Drehkör- pers gelagert sind. Durch ein derartiges zweifach gelagertes Kurbelelement ergibt sich dann eine kippfreie Übertragung des durchzuleitenden Drehmomentes.For the tilt-free transmission of the torque to be passed through from the driving rotating body to the driven rotating body, it is provided in a preferred embodiment of the invention that one rotating body, preferably the driven rotating body, has two spaced-apart and firmly connected disk parts, and that the other , preferably the driving rotating body, is disc-shaped and is arranged between the two disc parts, and that the crank element is mounted in both disc parts of the one rotating body on the one hand and in the intermediate rotating body on the other. This is with a crank element of the invention described above Kind possible in which the first cylinder body having a larger diameter is overhanged on both sides by a cylinder body with a smaller diameter. A crank element designed in this way is then mounted with its first cylinder body in the rotating body lying between the two disk parts, while the second cylinder bodies with a small diameter, which are arranged eccentrically to the axis of rotation of the first cylinder body, are mounted in the two disk parts of the other rotating body . Such a double-bearing crank element then results in a tilt-free transmission of the torque to be passed through.
Besonders zweckmäßig ist es, wenn der erste Drehkörper mit einem Scheibenteil mit der ortsfest gelagerten Welle fest verbindbar ist und mit seinem anderen Scheibenteil auf einer koaxial zu dieser Welle angeordneten ortsfesten Abstützung drehbar gelagert ist, so daß auch dieser erste Drehkörper zweifach gelagert ist und damit eine kippfreie Drehmoment- durchleitung möglich ist.It is particularly expedient if the first rotating body can be fixedly connected to the stationary shaft by means of a disk part and is rotatably supported by its other disk part on a stationary support arranged coaxially with this shaft, so that this first rotating body is also mounted twice and thus one Tilt-free torque transmission is possible.
Die Erfindung wird anhand schematischer Zeichnungen näher erläutert. Es zeigen:The invention is explained in more detail with reference to schematic drawings. Show it:
Fig. 1 als Anwendungsbeispiel eine perspektivischeFig. 1 as an application example, a perspective
Schemadarstellung einer Vierzylinder-Kolbenbrennkraftmaschine mit verlagerbarer Kurbelwelle zur Veränderung des Verdichtungsverhältnisses,Schematic representation of a four-cylinder piston internal combustion engine with a displaceable crankshaft for changing the compression ratio,
Fig. 2 einen Horizontalschnitt durch ein Kupplungselement gemäß der Linie II-II in Fig. 1,2 shows a horizontal section through a coupling element along the line II-II in FIG. 1,
Fig. 3 eine Aufsicht auf das Kupplungselement gemäß Fig. 2 in Achsrichtung gesehen,3 is a plan view of the coupling element according to FIG. 2 seen in the axial direction,
Fig. 4 eine Aufsicht auf ein Kupplungselement mit einem "Koppelstern" für eine 4-Zylinder-Reihenmaschine, Fig. 5 eine Aufsicht entsprechend Fig. 4 mit einem4 is a plan view of a coupling element with a "coupling star" for a 4-cylinder in-line engine, 5 is a plan view corresponding to FIG. 4 with a
"Koppelstern für eine 3-Zylinder-Reihenmaschine,"Coupling star for a 3-cylinder in-line engine,
Fig. 6 eine Aufsicht entsprechend Fig. 4 mit einemFig. 6 is a plan view corresponding to FIG. 4 with a
"Koppelstern" für eine 8-Zylinder-Reihenmaschine,"Coupling star" for an 8-cylinder in-line engine,
Fig. 7 einen Vertikalschnitt durch eine Ausführungsform eines Kupplungselementes zur kippfreien Drehmomentübertragung,7 shows a vertical section through an embodiment of a coupling element for tilt-free torque transmission,
Fig. 8 den Drehmomentverlauf in Abhängigkeit von derFig. 8 shows the torque curve depending on the
Kurbelwellendrehung bei einer 4-Zylinder-Viertekt- Reihenmaschine.Crankshaft rotation on a 4-cylinder, four-stroke in-line engine.
Wie die schematische Darstellung gem. Fig. 1 erkennen läßt, ist eine Kurbelwelle 1 einer 4-Zylinder-Kolbenbrennkraft- maschine mit ihren Kurbelwellenlagern 2 in Exzenterringen 3 gelagert, die ihrerseits verdrehbar in entsprechende Traglagergn eines angedeuteten Motorblocks 4 gelagert sind. Mit der Kurbelwelle 1 sind über Pleuel 5 jeweils die hier nur schematisch angedeuteten Kolben 6 verbunden. Die Kurbelwelle ist in einer Stellung gezeigt, in der die Kolben 6λ und 64 sich in der oberen Totpunktstellung befinden, während sich die Kolben 62 und 63 in der unteren Totpunktstellung befinden. Zumindest einer der Exzenterringe 3 ist starr mit einer als Schwenkhebel ausgebildeten Verdreheinrichtung 7 verbunden, der jeweils aus dem Flugkreis der Kurbelwelle 1 herausgeführt ist. Die Schwenkhebel 7 sind über eine Koppelstange 8 fest miteinander verbunden, so daß ein synchrones Verdrehen aller Exzenterrin- ge 3 möglich ist. Die Koppelstange 8 ist über ein ZugelementHow the schematic representation acc. 1 shows, a crankshaft 1 of a 4-cylinder piston internal combustion engine with its crankshaft bearings 2 is mounted in eccentric rings 3, which in turn are rotatably mounted in corresponding support bearings of an indicated engine block 4. The pistons 6, which are only indicated schematically here, are connected to the crankshaft 1 via connecting rods 5. The crankshaft is shown in a position in which the pistons 6 λ and 6 4 are in the top dead center position, while the pistons 6 2 and 6 3 are in the bottom dead center position. At least one of the eccentric rings 3 is rigidly connected to a rotating device 7 designed as a pivot lever, which is guided out of the flight circle of the crankshaft 1 in each case. The swivel levers 7 are firmly connected to one another via a coupling rod 8, so that a synchronous rotation of all eccentric rings 3 is possible. The coupling rod 8 is via a tension element
9 mit einem schematisch dargestellten Antrieb 10 verbunden. Bei einer Bewegung des Zugelementes in Richtung des Doppelpfeiles 11 werden die Schenkhebel 7 entsprechend hin und her verschwenkt (Doppelpfeil 12), so daß sich durch die Verdre- hung der Exzenterringe 3 um eine ortsfeste Schwenkachse 14 dementsprechend auch jeweils die Höhenlage a der Drehachse 13 der Kurbelwelle 2 gegenüber einer Horizontalebene B als Be- zugsebene verändert. Das Bezugszeichen 13 wird nachstehend auch für den der Kurbelwelle 1zugehörigen Wellenstumpf verwendet .9 connected to a schematically illustrated drive 10. When the pulling element moves in the direction of the double arrow 11, the pivot levers 7 are correspondingly pivoted back and forth (double arrow 12), so that the rotation of the eccentric rings 3 about a fixed pivot axis 14 also correspondingly changes the height position a of the axis of rotation 13 Crankshaft 2 with respect to a horizontal plane B as train level changed. The reference number 13 is also used below for the stub shaft associated with the crankshaft 1.
Wie aus Fig. 1 ferner ersichtlich, ist die Drehachse 13 der Kurbelwelle 1 mit einer Exzentrizität e zur Schwenkachse 14 der Exzenterring 3 angeordnet und wird über die Schwenkhebel 7 aus einer angenommenen Mittelstelle (der Schwenkhebel 7 weist hierbei senkrecht nach unten) zur Veränderung der Hö- henlage a nach oben oder unten bewegt. Dadurch wird die Drehachse 13 der Kurbelwelle in bezug auf die ortsfeste horizontale Bezugsebene B auch gegenüber der ortsfesten Schwenkachse 14 der Exzenterringe 3 angehoben oder abgesenkt. Das bedeutet aber, daß die Kolben 6 jeweils in der oberen Totpunktstellung um das gleiche Maß näher an das Brennraumdach des Zylinders heranreichen, so daß dementsprechend auch das Verdichtungsverhältnis erhöht und bei einer gegenläufigen Verdrehung der Exzenterring 3 vermindert wird.As can also be seen from FIG. 1, the axis of rotation 13 of the crankshaft 1 is arranged with an eccentricity e relative to the pivot axis 14 of the eccentric ring 3 and is changed via the pivot lever 7 from an assumed center point (the pivot lever 7 points vertically downwards) to change the height - hen position a moved up or down. As a result, the axis of rotation 13 of the crankshaft is also raised or lowered with respect to the stationary horizontal reference plane B with respect to the stationary pivot axis 14 of the eccentric rings 3. However, this means that the pistons 6 each come closer to the combustion chamber roof of the cylinder by the same amount in the top dead center position, so that the compression ratio is accordingly increased and the eccentric ring 3 is reduced in the event of an opposite rotation.
Der Abtrieb der Kolbenbrennkraftmaschine durch den die Kurbelwelle 1 verlängernden Wellenstumpf 13 erfolgt über eine Abtriebswelle 15, die fluchtend zur ortsfest gelagerten Schwenkachse 14 der Exzenterringe 3 angeordnet ist. Um den durch die Exzentriziztät e gegebenen Querabstand zwischen der Drehachse 13 und der Achse der Abtriebswelle 15 zu überbrük- ken, ist der mit der Kurbelwelle 1 verbundene Wellenstumpf 13 über ein Kupplungselement 16 mit der Abtriebswelle 15 verbunden. Das Kupplungselement 16 wird im wesentlichen durch einen ersten, mit dem Wellenstumpf 13 der Kurbelwelle 1 fest ver- bundenen Drehkörper 17 und einen zweiten, mit der Abtriebswelle 15 fest verbundenen Drehkörper 18 gebildet. Die beiden Drehkörper 17 und 18 sind in parallelen Drehebenen dicht nebeneinander angeordnet und sind über Kurbelelemente 19 miteinander verbunden. Der Kurbelradius der Kurbelelemente 19 entspricht der Exzenrizität e der Drehachse 13 der Kurbelwelle 1 zur ortsfesten Schwenkachse 14 der Exzenterringe 3. Funktion und konstruktiver Aufbau werden nachfolgend anhand der Fig. 2 und 3 sowie für eine bevorzugte Ausführungsform anhand von Fig. 7 näher erläutert.The piston internal combustion engine is driven by the stub shaft 13 which extends the crankshaft 1 via an output shaft 15 which is arranged in alignment with the pivot axis 14 of the eccentric rings 3 which is mounted in a stationary manner. In order to bridge the transverse distance between the axis of rotation 13 and the axis of the output shaft 15 given by the eccentricity e, the stub shaft 13 connected to the crankshaft 1 is connected to the output shaft 15 via a coupling element 16. The coupling element 16 is essentially formed by a first rotating body 17 which is fixedly connected to the stub shaft 13 of the crankshaft 1 and a second rotating body 18 which is fixedly connected to the output shaft 15. The two rotating bodies 17 and 18 are arranged close to one another in parallel planes of rotation and are connected to one another via crank elements 19. The crank radius of the crank elements 19 corresponds to the eccentricity e of the axis of rotation 13 of the crankshaft 1 to the fixed pivot axis 14 of the eccentric rings 3. The function and construction are described below 2 and 3 and for a preferred embodiment with reference to FIG. 7 explained in more detail.
In Fig. 2 ist schematisch ein Ausführungsbeispiel für ein Kupplungselement 16 im Vertikalschnitt dargestellt und in2 schematically shows an exemplary embodiment of a coupling element 16 in vertical section and in
Fig. 3 in einer zugeordneten Aufsicht in Achsrichtung dargestellt.Fig. 3 shown in an associated plan in the axial direction.
Bei diesem Ausführungsbeispiel ist der Wellenstumpf 13 der Kurbelwelle 1 mit dem beispielsweise scheibenförmig ausgebildeten Drehkörper 17 fest verbunden, dessen Drehachse mit der Drehachse 13 der Kurbellwelle zusammenfällt.In this exemplary embodiment, the stub shaft 13 of the crankshaft 1 is fixedly connected to the rotating body 17, for example in the form of a disk, whose axis of rotation coincides with the axis of rotation 13 of the crankshaft.
Die Abtriebswelle 15 ist entsprechend mit einem Drehkörper 18 fest verbunden, dessen Drehachse mit der Schwenkachse 14 der Kurbelwelle zusammenfällt. Die Drehachsen 13 und 14 der beiden Wellen 13 und 15 sind gleichachsig ausgerichtet und im Querabstand der Exzentrizität e achsparallel angeordnet.The output shaft 15 is accordingly firmly connected to a rotating body 18, the axis of rotation of which coincides with the pivot axis 14 of the crankshaft. The axes of rotation 13 and 14 of the two shafts 13 and 15 are aligned coaxially and are arranged e-parallel to the transverse spacing of the eccentricity.
Die beiden Drehkörper 17 und 18 sind über wenigstens zweiThe two rotating bodies 17 and 18 are over at least two
Kurbelelemente 19 miteinander verbunden, die mit ihren Kurbelzapfen 20 und 21 frei drehbar in den zugeordneten Drehkörpern 17 und 18 gelagert sind. Der Abstand zwischen den beiden Kurbelzapfen 20 und 21 bildet den Kurbelradius, der der Ex- zentrizität e zwischen den beiden Drehachsen 13 und 14 entspricht. Die Kurbelkörper sind hierbei so ausgerichtet, daß ihre Kurbelarme in bzw. parallel zu der durch die beiden Achsen 13 und 14 definierten Ebene verlaufen. Wie Fig. 2 zeigt, sind die Kurbelelemente so gestaltet, daß sie einen ersten Zylinderkörper 20.1 mit großen Durchmesser und mit seinerCrank elements 19 connected to each other, which are mounted with their crank pins 20 and 21 freely rotatable in the associated rotating bodies 17 and 18. The distance between the two crank pins 20 and 21 forms the crank radius, which corresponds to the eccentricity e between the two axes of rotation 13 and 14. The crank bodies are aligned so that their crank arms run in or parallel to the plane defined by the two axes 13 and 14. As shown in Fig. 2, the crank elements are designed so that they have a first cylinder body 20.1 with a large diameter and with it
Achse im Abstand hierzu angeordneten zweiten Zylinderkörper 21.1 mit geringerem Durchmesser aufweisen. Der Zylnderkörper 20.1 ist im treibenden Drehkörper 17 gelagert, während der Zylinderkörper 21.1 im getriebenen Drehkörper 18 gelagert ist. Die Lagerung der die Kurbel bildenden Zylinderkörper in den zugeordneten Drehkörpern kann beispielsweise über Wälzlager, insbesondere in Form von Nadellagern erfolgen. Hierbei kann es zweckmäßig sein, wenn wenigstens an einem Drehkörper die Wälzlager elastisch gegenüber dem Drehkörper abgestützt sind.Have the axis at a distance from it arranged second cylinder body 21.1 with a smaller diameter. The cylinder body 20.1 is mounted in the driving rotating body 17, while the cylinder body 21.1 is mounted in the driven rotating body 18. The cylinder bodies forming the crank can be stored in the associated rotating bodies, for example, via roller bearings, in particular in the form of needle bearings. Here it may be expedient if the rolling bearings are elastically supported on the rotating body at least on one rotating body.
Wie die Aufsicht gem. Fig. 3 erkennen läßt, sind vier derartiger Kupplungselemente im jeweiligen Drehkörper in gleichem Abstand in Umfangsrichtung gesehen gelagert. Der Abstand R der Achse 20.2 des Kurbelzapfens 20.1 entspricht dem Abstand R der Achse 21.2 des Kurbelzapfens 21.1. Wie Fig. 3 ferner erkennen läßt, sind die Verbindungslinien zwischen den beiden Drehachsen 13 und 14 einerseits und den Achsen 20.2 und 21.2 andererseits gleichgerichtet, bei dem hier dargestellten Ausführungsbeispiel horizontal, d. h. parallel zur Bezugsebene B ausgerichtet, wie auch in Fig. 1 dargestellt.As the supervision acc. Fig. 3 reveals, four such coupling elements are stored in the respective rotating body at the same distance in the circumferential direction. The distance R of the axis 20.2 of the crank pin 20.1 corresponds to the distance R of the axis 21.2 of the crank pin 21.1. As can also be seen in FIG. 3, the connecting lines between the two axes of rotation 13 and 14 on the one hand and the axes 20.2 and 21.2 on the other are rectified, in the exemplary embodiment shown here horizontally, ie. H. aligned parallel to the reference plane B, as also shown in FIG. 1.
Bei dem hier dargestellten Ausführungsbeispiel sind, wie Fig. 3 erkennen läßt, vier derartiger Koppelkörper in gleichem Abstand zueinander über den Umfang gesehen am Drehkörper 17 gelagert. Wie Fig. 3 ferner erkennen läßt, sind die Verbin- dungslinien zwischen den beiden Drehachsen 13 und 14 einerseits und den Drehachsen 21 und 22 andererseits gleichgerichtet, bei dem hier dargestellten Ausführungsbeispiel horizontal, d. h. parallel zur Bezugsebene B ausgerichtet, wie auch in Fig. 1 dargestellt.In the embodiment shown here, as can be seen in FIG. 3, four such coupling bodies are mounted on the rotating body 17 at the same distance from one another over the circumference. As can also be seen in FIG. 3, the connecting lines between the two axes of rotation 13 and 14 on the one hand and the axes of rotation 21 and 22 on the other are rectified, in the exemplary embodiment shown here horizontally, ie. H. aligned parallel to the reference plane B, as also shown in FIG. 1.
Wird nun, wie anhand von Fig. 3 erläutert, über die Stelleinrichtung 10 die Kurbelwelle durch Verdrehen der Exzenterringe 3 verlagert, dann wird die Drehachse 13 auf einer entsprechenden Kreisbahn 22 bewegt und dementsprechend die Kurbel- welle 1 insgesamt gegenüber der horizontalen Bezugsebene B um ein dem Schwenkwinkel entsprechendes Maß vertikal angehoben bzw. bei entgegengesetzter Drehrichtung um ein entsprechendes Maß abgesenkt.If, as explained with reference to FIG. 3, the crankshaft is displaced via the adjusting device 10 by rotating the eccentric rings 3, then the axis of rotation 13 is moved on a corresponding circular path 22 and accordingly the crankshaft 1 as a whole with respect to the horizontal reference plane B the height corresponding to the swivel angle is raised vertically or lowered by a corresponding amount in the opposite direction of rotation.
Da die Achsen 20.2 und 21.2 der Kurbelelemente d3n gleichen Abstand zueinander wie die Drehachsen 13 und 14 aufweisen, bewegen sich auch die Achsen 21.2 auf einer der Kreisbahn 22 entsprechenden Bahn. Damit ergibt sich gegenüber der Bezugsebene B für die Achsen 20.2 und 21.2 der Kurbelelemente 19 die gleiche Ausrichtung wie für die Achsen 13 und 14.Since the axes 20.2 and 21.2 of the crank elements d3n are at the same distance from one another as the axes of rotation 13 and 14, the axes 21.2 also move on one of the circular paths 22 corresponding web. Compared to the reference plane B, the axes 20.2 and 21.2 of the crank elements 19 have the same orientation as for the axes 13 and 14.
Wird nun der Drehkörper 17 antreibend gedreht, so wird über die Kurbelelemente 19 die Drehbewegung und damit auch das Drehmoment gleichsinnig und ohne Drehzahlschwankungen auf den Drehkörper 18 übertragen, da sich die Ausrichtung der beiden Kurbelachsen 20.2 und 21.2 und auch die Ausrichtung der bei- den Drehachsen 13 und 14 während der Drehbewegung nicht ändert. Lediglich die Kurbelelemente 19 werden entsprechend relativ zwischen den beiden Drehkörpern 17 und 18 verdreht.If the rotating body 17 is now driven, the rotary movement and thus the torque is transmitted in the same direction and without speed fluctuations to the rotating body 18 because the alignment of the two crank axes 20.2 and 21.2 and also the alignment of the two axes of rotation 13 and 14 does not change during the rotary movement. Only the crank elements 19 are correspondingly rotated relatively between the two rotating bodies 17 and 18.
Bei der Verwendung eines derartigen Kupplungselementes an ei- ner Kolbenbrennkraftmaschine in der anhand von Fig. 1 beschriebenen Art ist es besonders zweckmäßig, die Kurbelelemente 19 nicht gleichmäßig über den Umfang verteilt anzuordnen, wie dies in Fig. 3 angedeutet ist, sondern unter Berücksichtigung der Zylinderzahl und des durch den Zündabstand der einzelnen Zylinder bedingten Gaskraftverlaufes in einem sogenannten "Koppelstern" in Gruppen zusammenzufassen. In Fig. 4 ist ein derartiger Koppelstern für einen 4-Zylinder-Reihen- motor dargestellt mit einem Zündabstand von 180° .When using such a coupling element on a piston internal combustion engine in the manner described with reference to FIG. 1, it is particularly expedient not to arrange the crank elements 19 evenly distributed over the circumference, as indicated in FIG. 3, but taking into account the number of cylinders and summarize the gas force curve due to the ignition distance of the individual cylinders in a so-called "coupling star" in groups. 4 shows such a coupling star for a 4-cylinder in-line engine with an ignition interval of 180 °.
Fig. 5 zeigt einen Koppelstern für einen 3- oder 6-Zylinder- Reihenmotor, der einen Zündabstand von 120° aufweist.Fig. 5 shows a coupling star for a 3- or 6-cylinder in-line engine, which has an ignition interval of 120 °.
Fig. 6 zeigt einen Koppelstern für einen 8-Zylinder- Reihenmotor mit einem Zündabstand von 90°. Fig. 4, 5 und 6 zeigen Koppelsterne für gängige Zündabstände und gängige Zylinderzahlen für 4-Takt-Kolbenbrennkraftmaschinen. Bei anderen Zylinderzahlen und anderen Zündabständen muß der Koppelstern entsprechend an die Kurbelwelle bzw. den Zündabstand angepaßt werden.Fig. 6 shows a coupling star for an 8-cylinder in-line engine with an ignition interval of 90 °. 4, 5 and 6 show coupling stars for common ignition intervals and common number of cylinders for 4-stroke piston internal combustion engines. For other numbers of cylinders and other ignition intervals, the coupling star must be adapted accordingly to the crankshaft or the ignition interval.
Wie aus Fig. 4 ersichtlich, sind bei dieser Konzeption die einzelnen Kurbelelemente 19 entsprechend der für einen 4-Zylinder-Reihenmotor gem. Fig. 1 vorgegebenen Bauform der Kurbelwelle in zwei um 180° versetzte Gruppen 23 auf den Drehkörpern 17 bzw. 18 angeordnet. Jede Gruppe 23 ist dann in wenigstens zwei Untergruppen unterteilt, wobei die Kurbelele- mente 19 einer Untergruppe jeweils im gleichen Abstand zur jeweiligen Drehachse des zugeordneten Drehkörpers angeordnet sind, beispielsweise zur Drehachse 13 am Drehkörper 17. Die Untergruppen sind dann ihrerseits in unterschiedlichem Abstand zur zugehörigen Drehachse am zugeordneten Drehkörper angeordnet. Die Ausrichtung des durch die beiden Gruppen 23 gebildeten Koppelsterns entspricht der Ausrichtung der Kurbeln der Kurbelwelle, d. h. in Fig. 4 ist der dargestellte Drehkörper 17 für die Position der in Fig. 1 in der Totpunktlage dargestellten 4-Zylinder-Kurbelwelle wiedergegeben. Da- durch ist entsprechend Fig. 1 sichergestellt, daß die Kurbelelemente immer unter 90° zu der durch die Zylinderachsen der 4-Zylinder-Maschine definierten Vertikalebene ausgerichtet sind. Zweckmäßig ist jedoch eine gegenüber dem "Kurbelstern" der Kurbelwelle verdrehte Anordnung des Koppelsterns, und zwar so, daß die parallele Ausrichtung des Koppelsterns zurAs can be seen from FIG. 4, the individual crank elements 19 are corresponding to those for one in this conception 4-cylinder in-line engine acc. Fig. 1 predetermined design of the crankshaft arranged in two groups 23 offset by 180 ° on the rotating bodies 17 and 18, respectively. Each group 23 is then subdivided into at least two subgroups, the crank elements 19 of a subgroup each being arranged at the same distance from the respective axis of rotation of the associated rotating body, for example from the rotating axis 13 on the rotating body 17. The subgroups are in turn at different distances from the associated one Axis of rotation arranged on the associated rotating body. The alignment of the coupling star formed by the two groups 23 corresponds to the alignment of the crankshafts of the crankshaft, ie the rotary body 17 shown for the position of the 4-cylinder crankshaft shown in FIG. 1 in the dead center position is shown in FIG. 4. 1 that the crank elements are always aligned at 90 ° to the vertical plane defined by the cylinder axes of the 4-cylinder machine. However, it is expedient for the coupling star to be rotated relative to the "crank star" of the crankshaft, in such a way that the parallel alignment of the coupling star to
Zylinderachse dann gegeben ist, wenn die Zylinder jeweils gezündet werden, d. h. sich die Kolben jeweils im Zündtotpunkt befinden.Cylinder axis is given when the cylinders are fired, i. H. the pistons are each in the ignition dead center.
In Fig. 8 ist für eine 4-Zylinder-Reihenmaschine mit einem Zündabstand von 180° der Drehmomentverlauf über Grad- Kurbelwinkel dargestellt. Hierbei ist zu erkennen, daß jeweils im Bereich des Zündzeitpunktes ein Drehmomentmaximum auftritt. Werden nun die Kurbelelemente in Gruppen, jeweils abgestimmt auf die jeweilige Kolbenbrennkraftmaschine, zusammengefaßt, wie dies vorstehend in Fig. 4 für eine 4-Zylinder- Reihenmaschine dargestellt ist, dann werden die Gruppen jeweils so angeordnet, daß sie sich im Bereich der oberen Totpunktstellung befinden, wenn das Drehmomentmaximum auf die Kurbelwelle einwirkt. Da für die Übertragbarkeit des Drehmomentes der Kurbelwelle auf die Abtriebswelle die Wirkradien der Kurbelelemente 19 zum Drehpunkt maßgebend sind, können auf diese Weise die Kurbelelemente so angeordnet werden, daß bei großen Kräften auch die größten Wirkradien zum Tragen kommen. Das bedeutet, daß im Kurbelwinkel der größten Belastung auch eine Anhäufung von Koppelelementen zu sein hat. Messungen haben ergeben, daß bei einer derartigen Anordnung die Kurbelelemente belastungskonform positioniert sind und die auf die Kurbelelemente einwirkenden Lagerkräfte in etwa ein Drittel niedriger sind gegenüber eine Ausführungsform entsprechend Fig. 2 bzw. Fig. 3, bei der die Kurbelelemente gleichmäßig auf dem Umfang verteilt angeordnet sind.In Fig. 8, the torque curve over degrees crank angle is shown for a 4-cylinder in-line engine with an ignition interval of 180 °. It can be seen that a torque maximum occurs in the area of the ignition timing. If the crank elements are now combined in groups, each matched to the respective piston internal combustion engine, as shown above in FIG. 4 for a 4-cylinder in-line engine, the groups are each arranged so that they are in the area of the top dead center position when the maximum torque acts on the crankshaft. Since the effective radii of the crank elements 19 to the fulcrum are decisive for the transferability of the torque of the crankshaft to the output shaft in this way the crank elements are arranged in such a way that even the largest effective radii come into play with large forces. This means that there must also be an accumulation of coupling elements in the crank angle of the greatest load. Measurements have shown that, with such an arrangement, the crank elements are positioned in accordance with the load and the bearing forces acting on the crank elements are approximately one third lower compared to an embodiment corresponding to FIGS. 2 and 3, in which the crank elements are evenly distributed over the circumference are.
Die in Fig. 2 und 3 schematisch dargestellte Ausführungsform eines Kupplungselementes kann zum einen als allgemeines Maschinenbauelement verwendet werden. Es ist aber auch möglich, ein derart einfach aufgebautes und schmalbauendes Kupplungselement an einer Kolbenbrennkraftmaschine in der in Fig. 1 wiedergegebenen Bauform an dem der Antriebsseite der Kolbenbrennkraftmaschine abgewandten freien Ende der Kurbelwelle anzuordnen, um so am Motorgehäuse 4 befestigte Nebenantriebe oder auch eine Nockenwelle auch dann antreiben zu können, wenn zum Zwecke der Änderung des Verdichtungsverhältnisses die Kurbelwelle, wie dargestellt, verlagerbar ist. Diese einfache Bauform reicht aus, um die hier erforderlichen Drehmomente zu übertragen.The embodiment of a coupling element shown schematically in FIGS. 2 and 3 can be used on the one hand as a general mechanical component. However, it is also possible to arrange a coupling element of such a simple construction and narrow construction on a piston internal combustion engine in the design shown in FIG. 1 on the free end of the crankshaft facing away from the drive side of the piston internal combustion engine, in order in this way also to attach auxiliary drives or a camshaft to the engine housing 4 to be able to drive if, for the purpose of changing the compression ratio, the crankshaft can be displaced, as shown. This simple design is sufficient to transmit the torques required here.
Über das auf der Antriebsseite der Kolbenbrennkraftmaschine angeordnete Kupplungselement 16 muß jedoch das volle Antriebsdrehmoment der Kolbenbrennkraftmaschine übertragbar sein, so daß hier wesentliche höhere Drehmomente durchgelei- tet werden müssen. Fig. 7 zeigt hierbei eine besondere Ausführungsform für ein antriebsseitiges Kupplungselement für eine Kolbenbrennkraftmaschine.However, the full drive torque of the piston internal combustion engine must be able to be transmitted via the coupling element 16 arranged on the drive side of the piston internal combustion engine, so that substantially higher torques must be passed through here. 7 shows a special embodiment for a drive-side coupling element for a piston internal combustion engine.
Bei dieser Bauform ist die Kurbelwelle 1 im Exzenterring 3 gelagert, der seinerseits, wie anhand von Fig. 1 beschrieben, drehbar im Motorgehäuse 4 gelagert ist. Der scheibenförmige Drehkörper 17 ist fest mit dem Wellenstumpf 13 verbunden. Die Abtriebswelle 15 ist ihrerseits mit dem Drehkörper 18 verbunden, der bei dem hier dargestellten Ausführungsbeispiel zwei fest miteinander verbundene Scheibenteile 18.1 und 18.2 aufweist, zwischen denen der ebenfalls scheibenförmig ausgebildete Drehkörper 17 angeordnet ist. Die beiden Drehkörper 17 und 18 sind wiederum über Kurbelelemente 19 miteinander verbunden, die bei dem hier dargestellten Ausführungsbeispiel einen ersten großen Zylinderkörper 20.1 und zwei beide Sei- tenflächen des großen Zylinderkörpers überragende Zylinderkörper 21.1 aufweist, so daß das Kurbelelement 19 doppelseitig und damit kippmomentenfrei an den Drehkörpern 17 und 18 gelagert ist.In this design, the crankshaft 1 is mounted in the eccentric ring 3, which in turn, as described with reference to FIG. 1, is rotatably mounted in the engine housing 4. The disk-shaped rotating body 17 is firmly connected to the shaft end 13. The output shaft 15 is in turn connected to the rotating body 18, which in the exemplary embodiment shown here has two fixedly connected disk parts 18.1 and 18.2, between which the rotating disk 17, which is also disk-shaped, is arranged. The two rotary bodies 17 and 18 are in turn connected to one another via crank elements 19 which, in the exemplary embodiment shown here, have a first large cylinder body 20.1 and two cylinder bodies 21.1 projecting beyond both side surfaces of the large cylinder body, so that the crank element 19 is connected to the two sides and thus without any tilting moments Rotary bodies 17 and 18 is mounted.
Der dem Motorgehäuse 4 zugewandte Scheibenteil 18.2 ist über ein Wälzlager 24 auf einem entsprechenden Ansatz des Exzenterringes 3 gelagert, so daß auch hier eine einwandfreie Ab- stützung des Kupplungsbereiches gegeben ist.The disk part 18.2 facing the motor housing 4 is supported by a roller bearing 24 on a corresponding extension of the eccentric ring 3, so that the clutch area is also properly supported here.
Die Kurbelelemente 19 sind in Wälzlagern oder auch in Gleitlagern gelagert, wobei die Lager wiederum gegenüber den entsprechenden Drehkörpern 17 bzw. 18 gummielastisch abgestützt sein können. Dies ist dann von Vorteil, wenn die Kurbelwelle selbst in einem Gleitlager gelagert ist. Über die gummiela- stische Lagerung der Wälzlager an den Kurbelelementen kann dann das verhältnismäßig große Radialspiel der Kurbelwellenlagerung ausgeglichen werden. Zweckmäßig ist es jedoch, wenn bei einer gleitgelagerten Kurbelwelle auch die Kurbelelemente 19 entsprechend gleitgelagert sind. Durch die Lagerung des Drehkörpers 18 über den Scheibenteil 18.2 mittels Wälzlager auf dem Exzenterring 3 ist sichergestellt, daß das Lagerspiel der Exzenterringe in die Lagerung des Drehkörpers 18 nicht eingeht.The crank elements 19 are mounted in roller bearings or also in plain bearings, the bearings in turn being able to be supported elastically with respect to the corresponding rotating bodies 17 or 18. This is advantageous if the crankshaft itself is mounted in a plain bearing. The relatively large radial play of the crankshaft bearing can then be compensated for by the rubber-elastic mounting of the roller bearings on the crank elements. However, it is expedient if, in the case of a crankshaft with sliding bearings, the crank elements 19 are also correspondingly slidingly supported. The mounting of the rotating body 18 over the disk part 18.2 by means of roller bearings on the eccentric ring 3 ensures that the bearing play of the eccentric rings is not included in the mounting of the rotating body 18.
Die in Fig. 7 dargestellte gehäuseartige Bauweise für denThe housing-like construction shown in Fig. 7 for the
Drehkörper 18 stellt eine gestaltfeste Konstruktion dar, wobei die Kurbelelemente zweiseitig und sehr steif gelagert sind. Die Lagerung des Drehkörpers 18 auf dem Exzenterring 3 bietet darüber hinaus die Möglichkeit, den Drehkörper 18 mit einem Zahnkranz 18.3 zu versehen, der mit einem Anlasserritzel in Eingriff gebracht werden kann.Rotary body 18 is a rigid design, the crank elements being supported on both sides and very stiffly are. The mounting of the rotating body 18 on the eccentric ring 3 also offers the possibility of providing the rotating body 18 with a ring gear 18.3 which can be brought into engagement with a starter pinion.
Die gehäuseartige Gestaltung des Drehkörpers 18 erlaubt es ferner, den vom Scheibenteil 18.1 und Scheibenteil 18.2 begrenzten Innenraum als Ölraum auszubilden, der an den Motor- ölkreislauf angeschlossen ist. Im Betrieb füllt sich dieser Raum unter dem Einfluß der Fliehkraft über den gesamten Umfang, so daß über die jeweils den einzelnen Lagern der Kurbelelemente zugeordneten Schmierkanäle 25 Öl zugeführt wird. Der durch die Fliehkraft bewirkte drehzahlabhängige Öldruck sorgt dafür, daß in jedem Fall Öl zu den Lagerstellen der Kurbelelemente gelangt.The housing-like design of the rotating body 18 also makes it possible to design the interior space delimited by the disk part 18.1 and disk part 18.2 as an oil space which is connected to the engine oil circuit. In operation, this space fills over the entire circumference under the influence of centrifugal force, so that oil is supplied via the lubrication channels 25 assigned to the individual bearings of the crank elements. The speed-dependent oil pressure caused by the centrifugal force ensures that oil always reaches the bearing points of the crank elements.
In Fig. 3 ist ferner der in seinem ortsfesten Traglager 4 (hier nur angedeutet) gelagerte Exzenterring 3 ebenfalls dargestellt. Wird nun der Exzenterring 3 in Richtung des Pfeiles 12 verdreht, dann wird die Drehachse 13 der Kurbelwelle 1 zusammen mit dem Kurbelwellenlager 2 auf einer entsprechenden Kreisbahn 26 bewegt und dementsprechend die Kurbelwelle insgesamt gegenüber der horizontalen Bezugsebene um ein Maß entsprechend dem Schwenkwinkel angehoben und bei einer entgegen- gesetzten Drehrichtung um ein entsprechendes Maß abgesenkt.3 also shows the eccentric ring 3 mounted in its fixed support bearing 4 (only indicated here). If the eccentric ring 3 is now rotated in the direction of the arrow 12, the axis of rotation 13 of the crankshaft 1 is moved together with the crankshaft bearing 2 on a corresponding circular path 26 and accordingly the crankshaft as a whole is raised by an amount corresponding to the swivel angle relative to the horizontal reference plane and at one opposite direction of rotation lowered by a corresponding amount.
Da die Drehachsen 21 und 22 der Lagerteile und Gegenlagerteile des Koppelelements 23 den gleichen Querabstand aufweisen wie die Drehachsen 13 und 14, bewegt sich die Drehachse 21 des Lagerteils 19 auf der gleichen Kreisbahn wie die Drehachse 13 der Kurbelwelle. Damit ergibt sich gegenüber der Bezugsebene B für die Koppelelemente 23 zwischen dem Drehkörper 17 und dem Drehkörper 18 die gleiche Ausrichtung der beiden Achsen 21 und 22 wie bei den Achsen 13 und 14.Since the axes of rotation 21 and 22 of the bearing parts and counter-bearing parts of the coupling element 23 have the same transverse distance as the axes of rotation 13 and 14, the axis of rotation 21 of the bearing part 19 moves on the same circular path as the axis of rotation 13 of the crankshaft. Compared to the reference plane B for the coupling elements 23 between the rotating body 17 and the rotating body 18, this results in the same alignment of the two axes 21 and 22 as for the axes 13 and 14.
Wird nun der Drehkörper 17 antreibend gedreht, so wird über die Koppelelemente 23 die Drehbewegung und damit auch das Drehmoment gleichsinnig und ohne Drehzahlschwenkungen auf den Drehkörper 18 übertragen, da sich die Ausrichtung der beiden Drehachsen 21, 23 und die Ausrichtung der beiden Drehachsen 13, 14 während der Drehbewegung nicht ändert. Lediglich die Koppelelemente 23 werden entsprechend relativ in den Drehkör- pernl7 und 18 verdreht.If the rotary body 17 is now rotated in a driving manner, then the rotary movement and thus also the rotary movement is achieved via the coupling elements 23 Torque in the same direction and without speed fluctuations to the rotating body 18, since the orientation of the two axes of rotation 21, 23 and the orientation of the two axes of rotation 13, 14 does not change during the rotational movement. Only the coupling elements 23 are correspondingly rotated relatively in the rotating bodies 17 and 18.
Das vorstehend dargestellte Kurbelelement 19 kann auch in der Weise abgewandelt werden, daß am Drehkörper 18 ein dem Zylin- derkörper 21.1 entsprechender Kurbelzapfen fest angeordnet ist, der mit seinem freien Ende in einer entsprechenden Lagerbohrung im Zylinderkörper 20.1 gelagert ist. Diese Ausführungsform ist kippmomentenfrei.The crank element 19 shown above can also be modified in such a way that a crank pin corresponding to the cylinder body 21.1 is fixedly arranged on the rotating body 18 and is supported with its free end in a corresponding bearing bore in the cylinder body 20.1. This embodiment is free of tilting moments.
Die Erfindung wurde vorstehend anhand des Anwendungsfalls einer Kolbenbrennkraftmaschine erläutert. Sie ist in gleicher Weise für alle Kolbenmaschinen anwendbar, bei denen zur Veränderung der Betriebsbedingungen durch Verlagerung der Kurbelwelle der "aktive" Hubraum der einzelnen Zylinder ein- stellbar ist, beispielsweise bei einem Kolbenverdichter. Da hierfür bei dem erfindungsgemäßen Kupplungselement auch bei einer Verlagerung der Kurbelwelle relativ zur Antriebswelle die Abtriebswelle, d. h. die Kurbelwelle ohne Drehzahlschwankungen angetrieben wird, entfallen nachteilige Rückwirkungen auf den Antrieb, die bei einer durch die Kupplung erzeugten Drehungleichförmigkeit auftreten können.The invention has been explained above on the basis of the application of a piston internal combustion engine. It can be used in the same way for all piston machines in which the "active" displacement of the individual cylinders can be adjusted to change the operating conditions by displacing the crankshaft, for example in the case of a piston compressor. Since for this purpose the output shaft, d. In the coupling element according to the invention even when the crankshaft is displaced relative to the drive shaft. H. the crankshaft is driven without fluctuations in speed, there are no adverse repercussions on the drive which can occur in the event of rotational irregularity generated by the clutch.
Darüber hinaus ist das erfindungsgemäße Kupplungselement aufgrund seiner konstruktiven Vorteile (kurze Baulänge, Verviel- fachung der Kurbelelemente zur Übertragung großer Drehmomente) und betrieblichen Vorteile (Drehzahlkonstanz bei Änderung der Position der Wellen zueinander) für alle Anwendungsfälle einsetzbar, in denen vergleichbare Verlagerungen zweier miteinander verbundener Wellen zueinander vorgenommen werden müssen. In addition, the coupling element according to the invention can be used for all applications due to its constructive advantages (short overall length, multiplication of the crank elements for the transmission of high torques) and operational advantages (constant speed when changing the position of the shafts), in which comparable displacements of two interconnected shafts must be made to each other.

Claims

Ansprüche Expectations
1. Kupplungselement zur Verbindung von zwei gleichachsig hintereinander und mit einer Exzentrizität (e) achsparallel zu- einander angeordneten Wellen (13; 15), wobei die Höhenlage (a) einer Welle (13) zu einer festen Bezugsebene (B) durch achsparalleles Bewegen auf einer Kreisbahn (22) einstellbar ist, deren Durchmesser der Exzentrizität (e) entspricht, mit zwei in parallelen Drehebenen ausgerichteten Drehkörpern (17; 18), die jeweils mit den einander zugeordneten Wellenenden1. Coupling element for connecting two axially parallel shafts (13; 15) arranged one behind the other and with an eccentricity (e), the height (a) of a shaft (13) to a fixed reference plane (B) by moving axially parallel a circular path (22) is adjustable, the diameter of which corresponds to the eccentricity (e), with two rotating bodies (17; 18) aligned in parallel planes of rotation, each with the mutually assigned shaft ends
(13; 15) verbindbar sind und die jeweils im gleichen radialen Abstand (R) zur jeweiligen Drehachse jeweils mit Lagerbohrungen versehen sind, sowie mit beide Drehkörper (17; 18) verbindenden Kurbelelementen (19), deren Kurbelradius der Exzen- trizität (e) entspricht, wobei die Kurbelelemente (19) in Um- fangsrichtung gesehen, im Abstand zueinander angeordnet sind.(13; 15) can be connected and are each provided with bearing bores at the same radial distance (R) to the respective axis of rotation, as well as with crank elements (19) connecting both rotating bodies (17; 18), the crank radius of the eccentricity (e) corresponds, the crank elements (19), viewed in the circumferential direction, being arranged at a distance from one another.
2. Kupplungselement nach Anspruch 1, dadurch gekennzeichnet, daß jeweils mehrere Kupplungselemente (19) in Gruppen (23) angeordnet sind, wobei die Gruppen (23) in Umfangsrichtung gesehen, in gleichem Umfangswinkel zueinander angeordnet sind.2. Coupling element according to claim 1, characterized in that in each case a plurality of coupling elements (19) are arranged in groups (23), the groups (23) seen in the circumferential direction being arranged at the same circumferential angle to one another.
3. Kupplungselement nach Anspruch 1 oder 2, dadurch gekenn- zeichnet, daß die Kurbelelemente einer Gruppe in wenigstens zwei Untergruppen angeordnet sind, wobei die Kurbelelemente (19) einer Untergruppe jeweils im gleichen Abstand zur jeweiligen Drehachse (13; 15) des zugeordneten Drehkörpers (17; 18) angeordnet sind und die Untergruppen ihrerseits in unter- schiedlichem Abstand zur zugehörigen Drehachse (13; 15) des zugeordneten Drehkörpers (17; 18) angeordnet sind.3. Coupling element according to claim 1 or 2, characterized in that the crank elements of a group are arranged in at least two sub-groups, the crank elements (19) of a sub-group each at the same distance from the respective axis of rotation (13; 15) of the associated rotating body ( 17; 18) are arranged and the sub-groups are in turn arranged at different distances from the associated axis of rotation (13; 15) of the associated rotating body (17; 18).
4. Kupplungselement nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß das Kurbelelement (19) aus einem ersten und einem zweiten Zylinderkörper (20.1, 21.1) gebildet wird, die achsversetzt zueinander angeordnet sind. 4. Coupling element according to one of claims 1 to 3, characterized in that the crank element (19) is formed from a first and a second cylinder body (20.1, 21.1) which are arranged axially offset from one another.
5. Kupplungselement nach Anspruch 4, dadurch gekennzeichnet, daß die Zylinderkörper den gleichen Durchmesser aufweisen.5. Coupling element according to claim 4, characterized in that the cylinder bodies have the same diameter.
6. Kupplungselement nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß das Kurbelelement (19) einen ersten Zylinderkörper (20.1) aufweist, der einen größeren Durchmesser als der zweite Zylinderkörper (21.1) aufweist, wobei der zweiten Zylinderkörper (21.1) sich innerhalb des Außenumfangs des ersten Zylinderkörpers (20.1) erstreckt und diesen in Achsrichtung zumindest auf einer Seite überragt.6. Coupling element according to one of claims 1 to 4, characterized in that the crank element (19) has a first cylinder body (20.1) which has a larger diameter than the second cylinder body (21.1), the second cylinder body (21.1) being within of the outer circumference of the first cylinder body (20.1) and projects beyond it in the axial direction on at least one side.
7. Kupplungselement nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß der erste Zylinderkörper in seinem vom zweiten Zylinderkörper nicht überdeckten Bereich mit einer Unwucht mindernden Ausnehmung (20.3) versehen ist.7. Coupling element according to one of claims 1 to 6, characterized in that the first cylinder body is provided in its area not covered by the second cylinder body with an unbalance-reducing recess (20.3).
8. Kupplungselement nach einem der Ansprüche 1 bis 7 , dadurch gekennzeichnet, daß der eine Drehkörper (18) zwei mit Abstand zueinander angeordnete und fest miteinander verbundene Schei- benteile (18.1, 18.2) aufweist und daß der andere Drehkörper8. Coupling element according to one of claims 1 to 7, characterized in that the one rotating body (18) has two spaced and firmly connected disc parts (18.1, 18.2) and that the other rotating body
(17) scheibenförmig ausgebildet ist und zwischen den beiden Scheibenteilen (18.1, 18.2) angeordnet ist und daß die Kurbelelemente (19) jeweils in beiden Scheibenteilen des einen Drehkörpers (18) einerseits und im Drehkörper (17) anderer- seits gelagert sind.(17) is disc-shaped and is arranged between the two disc parts (18.1, 18.2) and that the crank elements (19) are mounted in both disc parts of the one rotating body (18) on the one hand and in the rotating body (17) on the other.
9. Kupplungselement nach Anspruch 8, dadurch gekennzeichnet, daß der aus zwei Scheibenteilen (18.1, 18.2) zusammengesetzte Drehkörper (18) mit einem Scheibenteil (18.1) mit der orts- fest gelagerten Welle (15) fest verbindbar ist und mit einem anderen Scheibenteil (18.2) auf einer koaxial zur Welle (3) angeordneten, ortsfesten AbStützung (3) drehbar gelagert ist.9. Coupling element according to claim 8, characterized in that the composed of two disc parts (18.1, 18.2) rotating body (18) with a disc part (18.1) with the stationary shaft (15) is firmly connectable and with another disc part ( 18.2) is rotatably mounted on a stationary support (3) arranged coaxially to the shaft (3).
10. Kolbenmaschine mit im Gehäuse (4) angeordneten Zylindern und darin geführten Kolben (6), die über Pleuel (5) mit einer10. Piston machine with cylinders arranged in the housing (4) and pistons (6) guided therein, which have a connecting rod (5)
Kurbelwelle (1) verbunden sind, die in Exzenterringen (3) gelagert ist, die ihrerseits im Gehäuse (4) verdrehbar gelagert sind und von denen zumindest ein Teil jeweils mit einer Verdreheinrichtung (7) versehen ist, die mit einem Stellantrieb in Verbindung steht, wobei die Kurbelwelle (1) über ein Kupplungselement (16) mit einer Abtriebswelle (15) verbunden ist, dadurch gekennzeichnet, daß ein Kupplungselement (16) verwendet wird, das Merkmale nach einem oder mehreren der Ansprüche 1 bis 9 aufweist. Crankshaft (1) are connected, which is mounted in eccentric rings (3), which in turn is rotatably mounted in the housing (4) and at least some of which are each provided with a rotating device (7) which is connected to an actuator, the crankshaft (1) being connected to an output shaft (15) via a coupling element (16), characterized in that a coupling element (16) is used which has features according to one or more of claims 1 to 9.
EP00910874A 1999-03-24 2000-03-22 Coupling element for connecting two shafts which are parallel to an axis and arranged behind each other on the same axis with a cross-distance therebetween Expired - Lifetime EP1082548B1 (en)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
DE19913177 1999-03-24
DE19913177 1999-03-24
DE19939210 1999-08-18
DE19939210A DE19939210A1 (en) 1999-03-24 1999-08-18 Coupling element for connecting two axially parallel shafts arranged one behind the other with a transverse spacing
DE10008425A DE10008425B4 (en) 1999-03-24 2000-02-23 Coupling element for connecting two equiaxially one behind the other and with transverse distance from one another arranged axially parallel shafts, in particular for use on a reciprocating internal combustion engine with adjustable displacement of the crankshaft
DE10008425 2000-02-23
PCT/EP2000/002527 WO2000057074A1 (en) 1999-03-24 2000-03-22 Coupling element for connecting two shafts which are parallel to an axis and arranged behind each other on the same axis with a cross-distance therebetween

Publications (2)

Publication Number Publication Date
EP1082548A1 true EP1082548A1 (en) 2001-03-14
EP1082548B1 EP1082548B1 (en) 2003-05-21

Family

ID=27213680

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00910874A Expired - Lifetime EP1082548B1 (en) 1999-03-24 2000-03-22 Coupling element for connecting two shafts which are parallel to an axis and arranged behind each other on the same axis with a cross-distance therebetween

Country Status (5)

Country Link
US (1) US6443106B1 (en)
EP (1) EP1082548B1 (en)
JP (1) JP4605907B2 (en)
AT (1) ATE241093T1 (en)
WO (1) WO2000057074A1 (en)

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Also Published As

Publication number Publication date
JP2002540356A (en) 2002-11-26
WO2000057074A1 (en) 2000-09-28
ATE241093T1 (en) 2003-06-15
US6443106B1 (en) 2002-09-03
JP4605907B2 (en) 2011-01-05
EP1082548B1 (en) 2003-05-21

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